System, method, and apparatus for operating a high efficiency, high output transmission

• US 10,563,753 B2
• Filed: 07/28/2017
• Issued: 02/18/2020
• Est. Priority Date: 12/22/2016
• Status: Active Grant

• Current Assignee: Eaton Cummins Automated Transmission Technologies, LLC
• Original Assignee: Eaton Cummins Automated Transmission Technologies, LLC
• Inventors: Kawale, Sujay, Connolly, Thomas, Griffiths, Justin Keith, Furner, Joseph Paul, Chen, Sipei, Hawarden, Jeff, Wang, Yeidei, Maurer, Adam Christopher, Smith, Carl Christopher, McKenzie, Ian Daniel, Pauls, Ryan, David, William A., Busdiecker, Matthew R., DeBoer, Christopher
• Primary Examiner(s): Lewis, Tisha D
• Application Number:
  US15/663,201
• Publication Number:
  US 20180178804A1
• Time in Patent Office: 935 Days
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2050/0058 Signal modulation for data transmission
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0283 Clutch input shaft speed
• CPC Class Codes: B60W 2510/107 Temperature
• CPC Class Codes: B60W 2710/021 Clutch engagement state
• CPC Class Codes: B60W 2710/022 Clutch actuator position
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/1005 Transmission ratio engaged
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 50/00 Details of control systems for road vehicle drive control not related to the control of a particular sub-unit , e.g. process diagnostic or vehicle driver interfaces
• CPC Class Codes: F16D 25/126 adjustment for wear or play
• CPC Class Codes: F16H 2003/123 using a brake
• CPC Class Codes: F16H 2057/0206 for commercial vehicles, e.g. buses or trucks
• CPC Class Codes: F16H 2059/725 Sensing or calculating temperature of friction devices, e.g. clutches to prevent overheating of friction linings
• CPC Class Codes: F16H 2061/047 by preventing or solving a tooth butt situation upon engagement failure due to misalignment of teeth
• CPC Class Codes: F16H 2061/2853 Electromagnetic solenoids
• CPC Class Codes: F16H 2061/308 Modular hydraulic shift units, i.e. preassembled actuator units for select and shift movements adapted for being mounted on transmission casing
• CPC Class Codes: F16H 2063/005 Preassembled gear shift units for mounting on gear case for hydraulic shift units F16H2061/308
• CPC Class Codes: F16H 2063/3093 : Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
• CPC Class Codes: F16H 3/091 : including a single countershaft
• CPC Class Codes: F16H 3/093 : with two or more countershafts
• CPC Class Codes: F16H 3/16 : essentially with both gears that can be put out of gear and continuously-meshing gears that can be disengaged from their shafts
• CPC Class Codes: F16H 3/64 : composed of a number of gear trains, the drive always passing through all the trains, each train having not more than one connection for driving another train
• CPC Class Codes: F16H 3/78 : Special adaptation of synchronisation mechanisms to these gearings
• CPC Class Codes: F16H 37/046 : with an additional planetary gear train, e.g. creep gear, overdrive
• CPC Class Codes: F16H 57/02004 : the gears being positioned relative to one another by rolling members or by specially adapted surfaces on the gears, e.g. by a rolling surface with the diameter of the pitch circle
• CPC Class Codes: F16H 57/021 : Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
• CPC Class Codes: F16H 57/032 : characterised by the materials used
• CPC Class Codes: F16H 57/0423 : Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes means for guiding lubricant into an axial channel of a shaft F16H57/0426; lubrication by injection, injection nozzles or tubes therefore F16H57/0456
• CPC Class Codes: F16H 57/043 : within rotary parts, e.g. axial channels or radial openings in shafts
• CPC Class Codes: F16H 57/0441 : Arrangements of pumps
• CPC Class Codes: F16H 57/0471 : Bearing
• CPC Class Codes: F16H 57/0478 : Synchromesh devices
• CPC Class Codes: F16H 57/0484 : with variable gear ratio or for reversing rotary motion
• CPC Class Codes: F16H 57/0494 : with variable gear ratio or for reversing rotary motion
• CPC Class Codes: F16H 59/0204 : for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic
• CPC Class Codes: F16H 59/38 : of gearing elements
• CPC Class Codes: F16H 59/40 : Output shaft speed
• CPC Class Codes: F16H 59/72 : dependent on oil characteristics, e.g. temperature, viscosity
• CPC Class Codes: F16H 61/0021 : Generation or control of line pressure
• CPC Class Codes: F16H 61/0213 : characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/04 : Smoothing ratio shift
• CPC Class Codes: F16H 61/06 : by controlling rate of change of fluid pressure
• CPC Class Codes: F16H 61/08 : Timing control
• CPC Class Codes: F16H 61/143 : using electric control means
• CPC Class Codes: F16H 61/30 : Hydraulic or pneumatic motors or related fluid control means therefor
• CPC Class Codes: F16H 61/682 : with interruption of drive
• CPC Class Codes: F16H 61/705 : using hydraulic and mechanical control means
• CPC Class Codes: F16H 63/24 : each of the final output mechanisms being moved by only one of the various final actuating mechanisms constructional features of the final output mechanisms F16H63/30
• CPC Class Codes: G08B 13/00 : Burglar, theft or intruder alarms
• CPC Class Codes: G08B 27/00 : Alarm systems in which the alarm condition is signalled from a central station to a plurality of substations
• CPC Class Codes: H04B 10/0775 : Performance monitoring and measurement of transmission parameters
• CPC Class Codes: H04J 3/125 : One of the channel pulses or the synchronisation pulse is also used for transmitting monitoring or supervisory signals

Abstract

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

Claims

1. A transmission, comprising:

an input shaft configured to couple to a prime mover;

a countershaft having a first plurality of gears mounted thereon;

a main shaft having a second plurality of gears mounted thereon;

an output shaft selectively providing a torque output to a driveline;

a shift actuator structured to selectively couple the input shaft to the main shaft by rotatably coupling at least one of the first plurality of gears to the countershaft and the second plurality of gears to the main shaft, wherein the shift actuator is mounted on an exterior wall of a housing, and wherein the countershaft and the main shaft are at least partially positioned within the housing;

a controller, comprising;

a shift control circuit structured to;

provide a first opposing pulse command, the first opposing pulse command comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

determine a second predetermined amount of air in response to at least one of a speed of at least one of the shafts, an air supply pressure, and a transmission temperature value, the second predetermined amount of air comprising an amount of air above an ambient amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction;

provide a first actuating pulse command, the first actuating pulse command comprising the second predetermined amount of air; and

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event;

wherein the shift actuator is responsive to the first opposing pulse command and the first actuating pulse command.

2. The transmission of claim 1, wherein the shift control circuit is further structured to modulate the first actuating pulse command in response to a previously determined gear departure position value.

3. The transmission of claim 2, wherein the modulating comprises providing the first actuating pulse command as a full open command in response to a position of the shift actuator being on an engaged side of a gear departure position value.

4. The transmission of claim 3, wherein the modulating further comprises providing the first actuating pulse command as a pulse-width modulated (PWM) command in response to the position of the shift actuator being one of approaching or exceeding the gear departure position value.

5. The transmission of claim 4, wherein the shift control circuit is further structured to provide a second opposing pulse command in response to a shift actuator position indicating an engaging synchronizer is off the block.

6. The transmission of claim 5, wherein the shift control circuit is further structured to interrupt at least one of the first actuating pulse command and the second opposing pulse command to synchronize pressure decay in the first closed volume and the second closed volume.

7. The transmission of claim 1, wherein the controller further comprises:

a backlash indication circuit structured to identify an imminent backlash crossing event at a first gear mesh; and

a backlash management circuit structured to reduce engagement force experienced by the first gear mesh in response to receiving a backlash crossing indication event from the backlash indication circuit.

8. The transmission of claim 7, wherein the backlash indication circuit is further structured to identify the imminent backlash crossing event by performing at least one operation selected from the operations consisting of:

determining that an imminent rotational direction of the first gear mesh in a transmission is an opposite rotational direction to an established rotational direction of the first gear mesh;

determining that a speed change between a first shaft comprising gears on one side of the first gear mesh and a second shaft comprising gears on an opposing side of the first gear mesh is likely to induce a backlash crossing event;

determining that a gear shift occurring at a second gear mesh is likely to induce a backlash crossing event at the first gear mesh;

determining that a transmission input torque value indicates an imminent zero crossing event; and

determining that a vehicle operating condition is likely to induce a backlash crossing event.

9. The transmission of claim 8, wherein the backlash management circuit is further structured to perform at least one operation selected from the operations consisting of:

disengaging the first gear mesh during at least a portion of the backlash crossing event;

disengaging a clutch during at least a portion of the backlash crossing event; and

slipping a clutch during at least a portion of the backlash crossing event.

10. The transmission of claim 9, wherein the backlash indication circuit is further structured to identify the imminent backlash crossing event by determining that the gear shift occurring at the second gear mesh is likely to induce the backlash crossing event at the first gear mesh, and wherein the backlash management circuit is further structured to perform a disengagement of the first gear mesh during at least of portion of the gear shift.

11. A transmission, comprising:

an input shaft configured to couple to a prime mover;

a countershaft having a first plurality of gears mounted thereon;

a main shaft having a second plurality of gears mounted thereon;

an output shaft selectively providing a torque output to a driveline;

a shift actuator structured to selectively couple the input shaft to the main shaft by rotatably coupling at least one of the first plurality of gears to the countershaft and the second plurality of gears to the main shaft, wherein the shift actuator is mounted on an exterior wall of a housing, and wherein the countershaft and the main shaft are at least partially positioned within the housing;

a controller, comprising;

a shift control circuit structured to;

provide a first opposing pulse command, the first opposing pulse command comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

determine a second predetermined amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction;

provide a first actuating pulse command, the first actuating pulse command in response to the second predetermined amount of air and the first opposing pulse command in response to the first predetermined amount of air; and

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event;

wherein the shift actuator is responsive to the first opposing pulse command and the first actuating pulse command.

12. The transmission of claim 11, wherein the shift control circuit is further structured to modulate the first actuating pulse command in response to a previously determined gear departure position value.

13. The transmission of claim 12, wherein the modulating comprises providing the first actuating pulse command as a full open command in response to a position of the shift actuator being on an engaged side of a gear departure position value.

14. The transmission of claim 13, wherein the modulating further comprises providing the first actuating pulse command as a pulse-width modulated (PWM) command in response to the position of the shift actuator being one of approaching or exceeding the gear departure position value.

15. The transmission of claim 14, wherein the shift control circuit is further structured to provide a second opposing pulse command in response to a shift actuator position indicating an engaging synchronizer is off the block.

16. The transmission of claim 15, wherein the shift control circuit is further structured to interrupt at least one of the first actuating pulse command and the second opposing pulse command to synchronize pressure decay in the first closed volume and the second closed volume.

17. The transmission of claim 11, wherein the controller further comprises a shift characterization circuit structured to determine that a transmission shift operation is experiencing a tooth butt event;

and

wherein the transmission further comprises a means for clearing the tooth butt event.

18. The transmission of claim 17, wherein the means for clearing the tooth butt event further comprises the controller further comprising a clutch control circuit structured to command a clutch slip event in response to the tooth butt event.

19. The transmission of claim 17, wherein the means for clearing the tooth butt event comprises the controller further comprising a friction brake control circuit structured to modulate a countershaft speed in response to the tooth butt event.

20. The transmission of claim 11, further comprising:

a clutch structured to selectively decouple the prime mover from the input shaft;

a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch;

wherein the controller further comprises;

a clutch characterization circuit structured to interpret a clutch torque profile, the clutch torque profile providing a relation between a position of the clutch and a clutch torque value;

a clutch control circuit structured to command a position of the progressive actuator in response to a clutch torque reference value and the clutch torque profile; and

the clutch characterization circuit further structured to interpret a position of the progressive actuator and an indicated clutch torque, and to update the clutch torque profile in response to the position of the progressive actuator and the indicated clutch torque.

21. The transmission of claim 20, wherein the clutch torque profile comprises a first clutch engagement position value, and wherein the clutch control circuit is further structured to utilize the first clutch engagement position value as a maximum zero torque position.

22. The transmission of claim 21, further comprising:

wherein the clutch torque profile comprises the first clutch engagement position value and a second clutch engagement position value, and wherein the clutch control circuit is further structured to utilize the first clutch engagement position value as the maximum zero torque position and to utilize the second clutch engagement position value as a minimum significant engagement torque position;

wherein the clutch torque profile further comprises a clutch torque curve comprising a plurality of clutch position values corresponding to a plurality of clutch torque values, wherein each of the clutch position values is greater than the second clutch engagement position value; and

wherein the clutch characterization circuit is further structured to;

interpret the clutch torque profile by performing a clutch second engagement position test, the clutch second engagement position test comprising;

determining that an input shaft speed is zero, the clutch control circuit positioning the clutch at the second clutch engagement position value, and comparing an acceleration of the input shaft speed to a second expected acceleration value of the input shaft speed; and

to adjust the clutch torque curve in response to a change in the second clutch engagement position value; and

to determine that the clutch is operating in a wear-through mode in response to at least one of the first clutch engagement position value and the second clutch engagement position value changing at a rate greater than a clutch wear-through rate value.

23. The transmission of claim 22, wherein the controller further comprises a friction brake control circuit, wherein the transmission further comprises a friction brake selectively engaged to the countershaft, and wherein the clutch second engagement position test further comprises the friction brake control circuit structured to command the friction brake to bring the input shaft speed to zero.

24. The transmission of claim 22, wherein the clutch characterization circuit is further structured to adjust the clutch torque curve in response to a change in the second clutch engagement position value.

25. The transmission of claim 11, further comprising:

a torque transfer path operatively coupling the prime mover to drive wheels of a vehicle including the transmission, the torque transfer path comprising;

a clutch structured to selectively decouple the prime mover from the input shaft, wherein the input shaft is operationally downstream of the clutch;

a first gear mesh and a second gear mesh, each gear mesh having an engaged and a neutral position, wherein both gear meshes in the engaged position couple the input shaft to the drive wheels, and wherein either gear mesh in the neutral position decouples the input shaft from the drive wheels;

wherein the shift actuator comprises a first shift actuator and a second shift actuator;

the first shift actuator structured to selectively operate the first gear mesh between the engaged and the neutral position;

the second shift actuator structured to selectively operate the second gear mesh between the engaged and the neutral position;

the controller further comprising;

a vehicle state circuit structured to interpret at least one vehicle operating condition; and

a neutral enforcement circuit structured to provide a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

26. The transmission of claim 11, further comprising:

a clutch structured to selectively decouple the prime mover from the input shaft;

a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch; and

a means for providing a consistent lock-up time of the clutch, the consistent lock-up time comprising a time commencing with a clutch torque request time and ending with a clutch lock-up event.

27. The transmission of claim 11, wherein the shift control circuit is further structured to:

interpret a synchronization speed differential value for a currently requested shift comprising a selected gear ratio; and

in response to a final gear mesh engagement speed differential value exceeding a smooth engagement threshold, changing the currently requested shift to a changed gear ratio, wherein the changed gear ratio comprises a second synchronization speed differential value lower than the smooth engagement threshold.

28. The transmission of claim 27, wherein the shift control circuit is further structured to update the changed gear ratio after the shift actuator has disengaged a prior engaged gear.

29. The transmission of claim 11, further comprising;

a solenoid operated actuator;

wherein the controller further comprises;

a solenoid temperature circuit structured to determine an operating temperature of the solenoid; and

a solenoid control circuit structured to operate the solenoid in response to the operating temperature of the solenoid, wherein the operating comprises providing an electrical current to the solenoid, such that a target temperature of the solenoid is not exceeded.